MAGNETIC IGNITION SYSTEM AND IGNITION CONTROL SYSTEM

Abstract

An ignition system (10) for an internal combustion engine, comprising: a control unit; and an ignition circuit; and characterized by a wire (5) that provides two-way communication between the ignition circuit and the control unit, wherein the wire (5) is arranged to provide the ignition circuit with a signal from the control unit to trigger an ignition event, and the control unit is provided with a signal indicating the position of an engine component from the ignition circuit via the wire (5) that provides the two-way communication.

Description

REFERENCE TO RELATED REGISTRATIONS

[0001] This application claims the benefit of the preliminary US application filed on June 21, 2017, with serial number 62 / 522,957, the complete contents of which are incorporated herein by reference in their entirety. TECHNICAL AREA

[0002] The present disclosure relates generally to magneto ignition systems for internal combustion engines. BACKGROUND

[0003] Capacitor discharge ignition systems (CDI systems) are commonly used in spark-ignition internal combustion engines. Generally, CDI systems include a main capacitor that is charged by an associated generator or charging coil during each engine cycle and later discharged through a step-up transformer or ignition coil to ignite a spark plug. CDI systems typically have a stator assembly, and one or more magnetos are usually mounted on an engine flywheel to generate current pulses within the charging coil as the magnetos rotate past the stator. The current pulses generated in the charging coil are used to charge the main capacitor, which is then discharged when a trigger signal is activated.The trigger signal is provided by a trigger coil, which is also wound around the stator core. The permanent magnet assembly moves past the stator core to generate pulses within the trigger coil. A microprocessor, comprising inputs and outputs, is connected to the ignition circuit via several wires, each providing separate signals to and from the microprocessor to control the operation of the ignition system in accordance with various factors such as engine speed and desired ignition timing. SUMMARY

[0004] In at least some implementations, an ignition system for an internal combustion engine comprises a controller, an ignition circuit, and a wire that provides two-way communication between the ignition circuit and the controller. The ignition circuit may include a charging capacitor that discharges to trigger an ignition event. Alternatively, the ignition circuit may be an inductive discharge ignition circuit that includes a coil and may also have a second wire that supplies electrical energy to the coil.

[0005] The wire providing two-way communication can be used to communicate or transmit one or more of the following: a signal indicating or suggesting a temperature, a signal indicating or suggesting the position of an engine component, and a signal to trigger an ignition event. In at least some implementations, the ignition circuit provides the controller with a signal indicating the position of an engine component, such as a piston, via the wire providing two-way communication, and the ignition circuit also receives a signal to trigger an ignition event from the controller via the same wire providing two-way communication.In at least some implementations, the voltage across the wire is either raised or lowered to a reference voltage when the motor component reaches a specific position during one motor revolution, and the voltage across the wire is raised or lowered by the controller to trigger an ignition event. In at least some implementations, the voltage across the wire is pulled or brought to ground when the motor component reaches a specific position during one motor revolution, and / or the voltage across the wire is raised by the controller to a reference voltage to send a signal to a controller that triggers an ignition event.

[0006] In at least some implementations, the controller receives a temperature signal from the ignition circuit via the wire that provides two-way communication. An analog voltage on this wire can provide a signal, output, or power that indicates or suggests a temperature.

[0007] In at least some implementations, an ignition system for an internal combustion engine with a moving engine component comprises a controller, an ignition circuit, and a wire connected to both the controller and the ignition circuit, providing two-way communication between the ignition circuit and the controller, wherein the voltage on the wire is raised or lowered by the controller to a reference voltage when the engine component reaches a certain position, and wherein the voltage on the wire is raised or lowered by the controller to a reference voltage to trigger an ignition event.

[0008] In at least some implementations, the voltage across the wire is pulled to or grounded when the motor component reaches a certain position, and the voltage across the wire is raised to trigger an ignition event. In at least some implementations, the control unit also receives a temperature signal from the ignition circuit via the wire. And an analog voltage across the wire can indicate or signal a temperature. List of characters

[0009] The following detailed description of certain embodiments and the best operating mode is set out with reference to the accompanying drawings, in which: Fig. Figure 1 shows an example of a capacitor discharge ignition (CDI) system for a light-duty internal combustion engine, Fig. Figure 2 is a schematic diagram of a circuit connected to the CDI system of Fig. 1 can be used, Fig. Figure 3 is a schematic view of an ignition coil circuit and an electronic control module ( ECM ; electronic control module) with a single wire between these, Fig. 4 is a diagram showing the voltage across the single wire as a function of the motor position, Fig. Figure 5 is a schematic view of an ignition coil circuit and an electronic control module, illustrating the two-way communication between them via the single wire. Fig. Figure 6 is a circuit diagram of a section of an ignition circuit for a CDI system. Fig. Figure 7 is a circuit diagram of a section of an ignition circuit for an inductive discharge ignition system (IDI system) and Fig. 8 is a circuit diagram of a section of a circuit of the ECM . DETAILED DESCRIPTION

[0010] The methods and systems described herein generally relate to internal combustion engines that incorporate microcontroller-based ignition systems, including but not limited to light-duty internal combustion engines. Typically, a light-duty internal combustion engine is a gasoline-powered, single-cylinder, two-stroke or four-stroke engine. A piston is mounted within an engine cylinder, allowing it to slide back and forth, and is connected to a crankshaft, which in turn is attached to a flywheel. Such engines are often equipped with a capacitive discharge ignition (CDI) system, which uses a microcontroller to deliver a high-voltage ignition pulse to a spark plug to ignite an air-fuel mixture in the engine's combustion chamber.The term "lightweight internal combustion engine" generally encompasses all types of non-automotive internal combustion engines, including two- and four-stroke engines, commonly used to power devices such as gasoline-powered handheld power tools, lawn and garden equipment, lawnmowers, weed trimmers, edgers, chainsaws, snowblowers, personal watercraft, boats, snowmobiles, motorcycles, ATVs, and so on. It should be noted that while the following description is related to a capacitive discharge ignition (CDI) system, the control circuit and / or power supply sub-circuit described herein can be used with any number of different ignition systems and is not limited to those shown here.Furthermore, although generally described with reference to a light-duty internal combustion engine, the methods and components described herein can be used with other types of engines, including multi-cylinder engines, engines for automotive applications, and other larger engines.

[0011] Referring to Fig. Figure 1 is a cross-sectional view of an exemplary capacitive discharge ignition (CDI) system. 10 depicted, which is shown with a flywheel 12 interacts or interacts and generally includes: an ignition module 14 , an ignition lead 16 for electrically connecting the ignition module to a spark plug SP (shown in Fig. 2) and electrical connections 5 , 21 For connecting the ignition module to one or more additional loads, such as a carburetor solenoid valve. The flywheel shown here 12comprises a pair of magnetic poles or elements 22 , which are arranged towards an outer circumference of the flywheel. As soon as the flywheel 12 When the magnetic elements rotate, they rotate as well. 22 pass by and interact electromagnetically with the various coils or windings in the ignition module 14 .

[0012] The ignition module 14 can the electrical energy generated by the rotating magnetic elements 22 It is induced, generated, stored, and used to perform various functions. According to one embodiment, the ignition module comprises 14 a stack of slats 30 , a charging winding 32 , a primary winding 34 and a secondary winding 36 , which together form a step-up transformer, a first auxiliary winding 38 , a second auxiliary winding 39 , a trigger winding 40 , an ignition module housing42 and a control circuit 50 The stack of slats 30 is preferably a ferromagnetic part consisting of a stack of flat, magnetically permeable layered pieces or parts, usually made of steel or iron. The layered stack can help to dampen the changing magnetic current generated by the rotating magnetic elements. 22 to concentrate or focus the force generated on the flywheel. According to the embodiment shown here, the stack of lamellae has... 30 a generally U-shaped configuration, which includes a pair of legs 60 and 62 includes the thigh. 60 is along the central axis of the charging winding 32 aligned and the thigh 62 is along the central axes of the trigger winding 40 as well as the step-up transformer. The first auxiliary winding 38 , the second auxiliary winding 39and the trigger winding 40 are on the thigh 60 arranged as shown, however, these windings or coils are located elsewhere on the lamination stack. 30 They can be arranged. The magnetic elements 22 can be implemented as part of the same magnet or as separate magnetic components connected together to create a single flux through the flywheel 12 to form, to name two of many possibilities. Additional magnetic elements can be added to the flywheel. 12 added at other points around its circumference to provide additional electromagnetic interaction with the ignition module 14 to provide.

[0013] The charging process 32 generates electrical energy, which is supplied by the ignition module 14It can be used for a number of different purposes, including charging an ignition capacitor and driving an electronic processing device, to name just two examples. The charging winding 32 includes a coil former 64 and a winding 66 and is designed according to one embodiment to have a relatively low inductance and a relatively low resistance, but this is not necessary.

[0014] The trigger winding 40 provides the ignition module 14 A motor input signal is provided, which is generally representative of the position and / or speed of the motor. According to the embodiment shown here, the trigger winding is 40 towards the end of the lamella stack leg 62and located adjacent to the step-up transformer. However, it can also be located at a different point on the lamination stack. For example, it is possible to arrange both the tripping and charging windings on a single leg of the lamination stack, in contrast to the arrangement shown here. It is also possible that the tripping winding 40 is omitted and the ignition module 14 a motor input signal from the charging winding 32 or receives from another device.

[0015] The step-up transformer uses a pair of closely connected windings. 34 , 36 , to generate high-voltage ignition pulses that are transmitted via the ignition lead 16 to a spark plug SP are conducted. Like the charging winding and trigger winding described above, the primary and secondary windings surround each other. 34 , 36 one of the legs of the lamella stack 30, in this case the thigh 62 The primary winding 34 It has fewer wire turns than the secondary winding. 36 , which has more turns of a wire with a finer diameter. The turns ratio between the primary and secondary windings, as well as other transformer characteristics, affect the voltage and are usually selected according to the specific application in which it is used.

[0016] The ignition module housing 42 is preferably made of plastic, metal or another material and designed to accommodate the components of the ignition module 14 to surround and protect. The ignition module housing has several openings to allow the legs to 60 and 62 of the lamellar stack, the ignition lead 16 and the electrical connections 5 , 21They protrude, and are preferably sealed in such a way as to prevent moisture and other contaminants from damaging the ignition module. It should be noted that the ignition system 10 This is just one example of a capacitive discharge ignition system (CDI system), which uses the ignition module. 14 can be used, and that in addition to those shown here, numerous other ignition systems and components can also be used.

[0017] The control circuit 50 can be inside the housing 42 or be carried within a housing located away from the flywheel and stack of plates, and connected to the ignition module 14 be connected to draw energy from the module 14to obtain and at least partially control the operation of the module. For example, a control module may be located on or adjacent to a throttle body, as illustrated and described in PCT application US 17 / 028913, filed on April 21, 2017, the disclosure of which is incorporated herein by reference in its entirety. Such a module may respond to a throttle valve position and / or other variables to control an ignition timing, the content of a fuel-air mixture (e.g., by varying the amount of fuel or air with a valve), whether an ignition event should be triggered in a particular engine cycle, or engine speed control, among other things.The module can be located remotely from the engine and any throttle body, carburetor, or other engine-related component, for example, within a handle, housing, fairing, or other component of a vehicle or device that encompasses the engine. The control module can be combined with sections of the ignition module. 14 be connected so that, if desired, it can control the energy supplied by the ignition system 10 is induced, stored, and released. The term "connected" encompasses, in its broadest sense, all ways in which two or more electrical components, devices, circuits, etc., can be electrically connected to one another; this includes, but is not limited to, a direct electrical connection and a connection via interposed components, devices, circuits, etc. The control circuit 50 can according to the in Fig. 2 illustrated exemplary embodiment provided in which the control circuit is connected to the charging winding 32 , the primary ignition winding 34 , the first auxiliary winding 38 , the second auxiliary winding 39 and the trigger winding 40 is connected and interacts or interacts with them. According to this specific example, the control circuit includes 50 an ignition discharge capacitor 52 , an ignition discharge switch 54 , a microcontroller 56 , a power supply sub-circuit 58 as well as any number of other electrical elements, components, devices and / or sub-circuits that can be used with the control circuit and are known in the prior art (e.g. emergency stop switches and emergency stop circuits).

[0018] The ignition discharge capacitor 52 acts as the main energy storage device for the ignition system 10 According to the Fig. In the embodiment shown in Figure 2, the ignition discharge capacitor is 52 at a first connection with the charging winding 32 and the ignition discharge switch 54 connected and at a second connection to the primary winding 34 The ignition discharge capacitor 52 is configured to draw electrical energy from the charging winding 32 via the diode 70 to absorb and store electrical energy and to discharge the stored electrical energy via a path that includes the ignition discharge switch 54 and the primary winding 34 This includes discharging the capacitor on the ignition discharge capacitor. 52 The stored electrical energy is determined by the state of the ignition discharge switch. 54 controlled, as is generally known in the prior art. Since these components are connected to one or more coils in the ignition module 14These components, which are connected, can optionally be mounted on a circuit board within the ignition module. 19 They may be arranged or they may be arranged in some other way.

[0019] The ignition discharge switch 54 acts as a main switching device for the ignition system 10 The ignition discharge switch 54 is connected to the ignition discharge capacitor 52 at a first live terminal, with ground at a second live terminal and with an output of the microcontroller 56 connected to its gate. As mentioned herein, the microcontroller can 56 can be arranged remotely upon request, i.e., not within the ignition module. 14 The ignition discharge switch 54 can be implemented as a thyristor, e.g. as a silicon-controlled rectifier ( SCR ; Silicon Controller Rectifier). A trigger signal from an output of the microcontroller. 56activates the ignition discharge switch 54 , so that the ignition discharge capacitor 52 It can discharge its stored energy via the switch and thus generate a corresponding ignition pulse in the ignition coil.

[0020] The microcontroller 56 is an electronic processing device that executes electronic instructions to perform functions related to the operation of the light-duty internal combustion engine. This may include, for example, electronic instructions used to implement the procedures described herein. In one example, the microcontroller comprises 56 the in Fig. The processor shown has 8 pins, but any other suitable controller, microcontroller, microprocessor and / or other electronic processing device can be used instead. The pins 1 and 8 are connected to the power supply sub-disconnection 58connected, which supplies the microcontroller with power or current, which is regulated in some respect; the pins 2 and 7 are connected to the trigger winding 40 connected and supply the microcontroller with a motor signal that is representative of the speed and / or position of the motor (e.g., a position relative to top dead center); the pins 3 and 5 are shown as unconnected, but can be connected to other components, such as an emergency stop switch used to stop motor operation; the pin 4 is connected to mass; and the pen 6 is connected to the gate of the ignition discharge switch 54connected so that the microcontroller can provide an ignition trigger signal, sometimes called a timing signal, to activate the switch. Some non-limiting examples of how microcontrollers can be implemented with ignition systems are provided in U.S. patents 7,546,836 and 7,448,358, the entire contents of which are hereby incorporated by reference.

[0021] The power supply sub-circuit 58 receives electrical energy from the charging winding 32 , stores the electrical energy and powers the microcontroller 56 with regulated, or at least regulated in some respects, electrical energy. The power supply sub-disconnection. 58 is with the charging winding 32 at an input port 80 and with the microcontroller 56 at an output port 82 connected and includes according to the in Fig. The second example shows a first power supply switch. 90 , a power supply capacitor 92 , a power supply Zener diode 94 , a second power supply switch 96 and one or more power supply resistors 98 As will be explained in more detail below, the power supply sub-circuit 58 designed and configured to reduce the portion of the charging winding load that is responsible for supplying power to the microcontroller 56 or other electrically operated devices, such as a solenoid or the like. The components of the power supply sub-circuit 58 Depending on the requirements, they can be located in the ignition module, in the control module separate from the ignition module, or in a combination of both.

[0022] The first power supply switch 90 , which can be any suitable type of switching device such as a bipolar transistor ( BJT It can be a bipolar junction transistor (BICT) or a metal-oxide-semiconductor field-effect transistor (MOSFET). The charging winding is connected to the charging winding. 32 at a first live connection, with the power supply capacitor 92 at a second live connection and with the second power supply switch 96 connected to a base or gate terminal. When the first power switch 90 is activated or in an "on" state, current can flow from the charging winding. 32 to the power supply capacitor 92 flow when the switch 90 If it is deactivated or in an "off" state, current is prevented from flowing from the charging winding. 32 to the capacitor 92 flows. As mentioned above, for the first power supply switch 90Any suitable type of switching device may be used, but such a device should be able to handle a considerable amount of voltage, for example between about 150 V and 450 V.

[0023] The power supply capacitor 92 is connected to the first power supply switch 90 , the power supply Zener diode 94 and the microcontroller 56 The power supply capacitor is connected to a positive terminal and to ground at a negative terminal. 92 receives and stores electrical energy from the charging winding 32 , so that he can control the microcontroller 56 can supply electricity in a manner that is regulated and consistent in some respects.

[0024] The power supply Zener diode 94 is connected to the power supply capacitor 92 connected to a cathode terminal and to the second power supply switch 96at an anode terminal. The power supply Zener diode 94 is arranged in such a way that it is non-conductive as long as the voltage across the power supply capacitor is applied. 92 The voltage drop is lower than the breakdown voltage of the Zener diode, and it is conductive when the capacitor voltage exceeds the breakdown voltage. A Zener diode with a specific breakdown voltage can be selected based on the amount of electrical energy required to power the circuit. 58 for the proper supply of the microcontroller 56 A current is deemed necessary. Any Zener diode or other similar device can be used, including Zener diodes with a breakdown voltage between approximately 3 V and 20 V.

[0025] The second power supply switch 96 is with the resistance 98 and the base of the first power supply switch 90at a first live terminal, with ground at a second live terminal and with the power supply Zener diode 94 connected to a gate. As described in more detail below, the second power supply switch 96 arranged so that when the voltage is applied to the Zener diode 94 smaller than its breakdown voltage, the second power supply switch 96 is held in a deactivated or "off" state; if the voltage across the Zener diode exceeds the breakdown voltage, then the voltage across the gate of the second power supply switch increases. 96 and activates this device so that it switches to the "on" state. Again, any number of different types of switching devices can be used here, including thyristors in the form of silicon-controlled rectifiers ( SCR ). According to a non-restrictive example, the second power supply switch is an SCR and has a gate current frequency between approximately 2 mA and 3 mA.

[0026] The power supply resistance 98 is connected to a terminal with the charging winding 32 and one of the live terminals of the first power supply switch 90 connected and at another terminal to one of the live terminals of the second power supply switch 96 It is preferred that the power supply resistance 98 has a sufficiently high resistance so that a path of high resistance and low current is established through the resistor when the second power supply switch is activated. 96 is switched to "On". In one example, the power supply resistance shows 98 a resistance between approximately 5 kΩ and 10 kΩ, but of course other values ​​can also be used.

[0027] During a charging cycle, the charge winding can 32 Induced electrical energy is used to charge, power, and / or otherwise supply electricity to one or more devices near the motor. For example, if the flywheel 12 on the ignition module 14 As it rotates, the magnetic elements carried by the flywheel generate 22 an alternating voltage in the charging winding 32 A positive component of the alternating voltage can be used to charge the ignition discharge capacitor. 52 can be used while a negative component of the AC voltage of the power supply sub-circuit 58 can be supplied, which then powers the microcontroller 56 supplied with regulated direct current power. The power supply sub-circuit 58can be designed to limit or reduce the amount of electrical energy taken from the negative component of the alternating voltage to a level that is still capable of powering the microcontroller 56 to provide sufficient power, but saves energy for use elsewhere in the system, for example to drive a fuel injector in an electronic fuel injection system, as in Fig. 5 schematically represented, in which the current generated in the ignition circuit at 140 is carried via the wire 142 is supplied to an electronic fuel injection system (EFI system). Another example of a device that can benefit from this energy saving is a solenoid connected to the windings. 38 and 39is connected and used to control the air-fuel ratio supplied to the combustion chamber. The power supply sub-circuit can be configured as in Fig. 2 shown and described in the publication of PCT application WO 2017 / 015420, designed and arranged.

[0028] Starting with the positive part of the alternating voltage, which is in the charging winding 32 When induced, the current flows through the diode. 70 and charges the ignition discharge capacitor 52 As long as the microcontroller 56 the ignition discharge switch 54 When the device is in an "off" state, the current is drawn from the charging winding. 32 to the ignition discharge capacitor 52 directed. It is possible that the ignition discharge capacitor 52 The entire positive part of the alternating current waveform, or at least most of it, is charged. When it's time for the ignition system to... 10 the spark plug SP When the ignition point is reached (i.e., the ignition time), the microcontroller sends a signal. 56 an ignition trigger signal to the ignition discharge switch 54 , which switches the switch to "On" and creates a current path that powers the ignition discharge capacitor 52 and the primary ignition winding 34 includes. The one on the ignition discharge capacitor. 52 Stored electrical energy is rapidly discharged via the current path, resulting in a current surge through the primary ignition winding. 34 This causes a rapidly increasing electromagnetic field to be generated in the ignition coil. The rapidly increasing electromagnetic field induces a reaction in the secondary ignition winding. 36 a high-voltage ignition pulse that goes to the spark plug SP running and providing a combustion-initiating spark. Other ignition techniques, including recoil techniques, can be used instead.

[0029] With regard to the negative component or negative part of the alternating voltage, which is in the charging winding 32 When induced, the current first flows through the first power supply switch. 90 and charges the power supply capacitor 92 As long as the second power supply switch 96 When switched off, current flows through the power supply resistor. 98 , so that the voltage at the base of the first power supply switch 90 The switch is biased into an "on" position. Charging the power supply capacitor. 92 The charging process continues until a certain charging threshold is reached, i.e., until the accumulated charge on the capacitor is reached. 92 the breakdown voltage of the power supply Zener diode 94 exceeds. As mentioned above, the Zener diode 94preferably selected such that it has a specific breakdown voltage which corresponds to a desired charging level for the power supply sub-circuit 58 This corresponds to some initial tests that have shown a breakdown voltage of approximately 6 V may be suitable for some light-load motor applications, although other values ​​can be used. The power supply capacitor 92 uses the accumulated charge to power the microcontroller 56 to supply with regulated direct current or direct current power. Of course, additional circuits such as the secondary stage circuit are possible. 86 They can be used to reduce ripple and / or to further filter, smooth and / or otherwise regulate the DC power.

[0030] As soon as the stored charge is at the power supply capacitor 92 the breakdown voltage of the power supply Zener diode 94If the voltage exceeds the threshold, the Zener diode becomes conductive in the reverse bias direction, so that the voltage at the gate of the second power supply switch is not affected. 96 The applied voltage increases. This activates the second power supply switch. 96 switched to "On", which creates a low-current path 84 generated by the resistance 98 and the switch 96 flows, and the voltage at the base of the first power supply switch 90 lowers to a point where it switches this switch to "Off". With the first power supply switch deactivated or in the "Off" state. 90 This will result in additional charging of the power supply capacitor. 92 prevented. Furthermore, the power supply resistance exhibits 98 preferably a relatively high resistance, so that the amount of current flowing through the low-current path during this period of the negative part of the AC cycle 84The current flowing is minimal (e.g., on the order of 50 µA), thus limiting the amount of electrical energy lost. The first power supply switch 90 It remains "Off" until the microcontroller 56 sufficient electrical energy from the power supply capacitor 92 refers to reducing its voltage below the breakdown voltage of the power supply Zener diode 94 to lower, whereby at this time the second power supply switch 96 It switches to "off" so that the cycle can repeat. This arrangement can, in a way, simulate a cost-effective hysteresis approach.

[0031] Accordingly, the power supply sub-circuit charges 58 the capacitor 92 only for the first segment of the negative part of the AC waveform, instead of the power supply capacitor 92to charge during the entire negative part of the AC waveform; during a second segment, the capacitor 92 not charged. In other words, the power supply circuit is not charging. 58 the power supply capacitor 92 only until a certain charging threshold is reached, after which additional charging of the capacitor will occur. 92 interrupted. Because less electrical current is coming from the charging coil 32 to the power supply sub-circuit 58 When current flows, the electromagnetic load on the winding and / or circuit is reduced, making more electrical energy available for other windings and / or other devices. When the electrical energy in the ignition system... 10If the system is managed efficiently, it may be possible for it to support both an ignition load and external loads (e.g., a solenoid regulating the air-fuel ratio) on the same magnetic circuit.

[0032] This arrangement and procedure differs from simply using a current limiting circuit to limit the amount of current that enters the power supply sub-circuit at any given time. 58 is introduced. Such an approach can lead to undesirable effects, as the limited available current means that an operating voltage is reached only slowly, which can lead to undesirable delays in the functionality of the ignition system. The power supply sub-circuit 58 is designed to allow higher amounts of current to quickly enter the power supply capacitor 92flowing, which charges the power supply faster and brings it to a sufficient DC operating level in a shorter time than is the case with a simple current limiting circuit.

[0033] As mentioned above, the electrical energy supplied by the power supply sub-circuit can 58 The energy saved or not used can be supplied to any number of different devices near the engine. An example of such a device is a solenoid that controls the air-fuel ratio of the gas mixture supplied to a combustion chamber by a carburetor. Referring again to Fig. 2 could be the first auxiliary winding 38 and the second auxiliary winding 39 with a device 88, such as a solenoid, an additional microcontroller, or any other device that requires electrical power. The first and second auxiliary windings 38 and 39 can be connected in parallel to each other and each have a terminal that connects via the diodes in between. 100 and 102 Each terminal is connected to the solenoid, and its other terminals can be connected to ground. A Zener diode 104 can be connected in parallel between the solenoid and the coils 38 and 39 must be connected to protect the solenoid from a voltage greater than the breakdown voltage of the Zener diode (overcurrent or excess current flows through the Zener diode to ground).

[0034] Since the magnets 22 on the flywheel 12When magnets are attached, their position relative to one or more ignition coils can be used to determine the position of the flywheel and, consequently, the position of the crankshaft and piston. This information can also be used to determine engine speed (e.g., the time from a specific engine position in one revolution to the same engine position in the next revolution can be used to determine the engine speed during that revolution). Using multiple magnets spaced around the circumference of the flywheel can increase the accuracy of this determination by providing more data points per revolution. Engine speed can also be determined by a sensor that responds to the position of the flywheel. Examples of such sensors include magnetically responsive sensors like Hall effect sensors or inductive sensors (VR sensors, variable reluctance sensors).The flywheel can have teeth, and the sensors can react to the passage of one or more teeth to determine the flywheel position and thus the crankshaft position. The trigger coil. 40 or another coil in the ignition module can be used as an induction sensor or VR sensor, as described above.

[0035] Furthermore, the engine temperature, or an approximation thereof, can be determined as a function of certain parameters of the ignition circuit components that change with temperature. That is, by measuring a temperature-dependent parameter of one or more components, the temperature of that component can be determined, and the engine temperature, or an approximation thereof, can be calculated as a function of the component temperature.

[0036] It is advantageous that components already present in the ignition circuit can exhibit temperature-dependent parameters, allowing the temperature to be determined without adding a sensor or additional circuit component to the system. For example, the threshold voltage of a diode can change as a function of the diode's temperature. For a given diode, the threshold voltage at a specific time can be correlated with the diode's temperature. Accordingly, the threshold voltage can be measured or determined to ascertain the diode's temperature. Similarly, the base-emitter voltage and / or saturation current of a BJT transistor change as a function of the transistor's temperature. Thus, these properties can be measured or determined to ascertain the transistor's temperature.

[0037] Other components with a temperature-dependent parameter can also be used. As a non-restrictive example, the resistance of a conductor changes as a function of its temperature. Generally, metallic conductors have higher resistance at higher temperatures, and non-metallic conductors such as carbon, silicon, and germanium have lower resistance at higher temperatures. Thus, the resistance of a conductor already in the circuit or added to the circuit can be determined to ascertain the conductor's temperature.

[0038] Engine temperature, or an approximation thereof, can be used in various ways, such as controlling ignition timing, the air-fuel ratio, engine speed, and the like. In some applications, the ignition timing and air-fuel ratio may be set to specific values ​​during the initial start-up and warm-up of a cold engine. These settings may change as the engine warms up sufficiently and operates more stably. Furthermore, engine speed may be limited during initial operation to prevent a clutch (e.g., a chainsaw chain clutch) from engaging or locking up during engine start-up. Engine speed may also be increased compared to normal idle speed during initial operation (e.g., in fast idle mode) to facilitate the warm-up of a cold engine.Any or all of these options can be better controlled with reference to the engine temperature, as described herein.

[0039] Using a remotely located microcontroller 56 The ignition module can be greatly simplified, and a single controller can be used to control systems in a given application in addition to the ignition system. For example, electrically actuated valves, such as a motor that actuates the throttle valve, a solenoid valve, and / or a fuel injector, can be controlled by the same microcontroller that controls the ignition timing and the ignition circuitry in general. Further simplification can be achieved by providing two-way communication between the ignition module and the remotely located microcontroller over a single wire. 5 or a single wire.

[0040] In at least some implementations, such as in the Fig. Figures 3-5 show the information that can be transmitted via a single wire, including temperature information and crankshaft position / crankshaft angle ( CA ; crank angle) and instructions to trigger an ignition event. Temperature information can be passed to the microcontroller from the ignition coil circuit (the ignition circuit that includes the ignition coil) via the single wire as a function of an analog voltage signal across the wire. The crank angle or engine position at a given time can be determined by pulling or bringing the voltage across the single wire to ground, which can be done, for example, once per engine revolution, as in 110 in Fig. 4 shown. Similarly, raising the voltage on the wire or increasing the voltage on the wire (e.g., to a higher level than the analogous voltage), as in 112 in Fig. Figure 4 shows how to provide a signal to trigger an ignition event. This can be done, for example, by connecting the wire to the ignition switch. 54 This occurs, whereby the resulting increased voltage causes the switch to change its state (e.g., from open to closed). As in Fig. As shown in Figure 5, temperature and crankshaft angle information can be communicated or transmitted from the ignition coil circuit to the control unit via the wire, and the ignition event signal can be provided in the reverse direction via the wire. Likewise, the reverse is possible: the crankshaft angle or engine position can be determined by increasing the voltage on the wire, and the signal to trigger an ignition event can be achieved by pulling or bringing the voltage on the wire to ground. This can simplify the system and reduce its cost, as in at least certain implementations the sub-circuit124 The processing of the coil crank position can be replaced by a simple diode arranged to eliminate the negative part of the signal generated by the induction sensor.

[0041] The Fig. Figures 6-8 illustrate specific implementations of part of an ignition coil circuit that can be used with a capacitive discharge ignition system ( CDI - Fig. 6), part of an ignition coil circuit that can be used with an inductive discharge ignition system ( IDI - Fig. 7), and part of a control circuit or electronic control module ( ECM ), which includes the microcontroller ( Fig. 8) As mentioned above, during engine operation, a magnet or magnets on the flywheel are moved past the stack of plates, and in a CDI system, the charging coil is charged. 121 the charging capacitor 127 The ECM ignition trigger output137 drives the ECM trigger circuit 132 on, which the single-wire connection 5 up to the level of the battery supply voltage ( VBATT ) 21 The ignition trigger output is activated when the microcontroller determines the required time to drive the ignition (e.g., to trigger an ignition event). 137 It could also be a low / ground-activated signal (e.g., voltage reduced instead of increased), which can enable the sub-switching. 124 To simplify the processing of the coil-crank position and reduce costs, as mentioned above. In a CDI system, this event drives the CDI driver circuit. 126 to trigger an ignition event. In an IDI system, this event drives the IDI driver circuit. 131 to supply current to the primary coil 128to allow (start of residence time). The end of this event (end of residence time) triggers a breakdown at the secondary coil. 129 and the spark plug 130 as well as an ignition event in a known manner. In an IDI system, a second wire can apply a voltage (e.g., from a battery) to the coil. 128 delivery.

[0042] The magnet(s) passing through the stack of lamellae also induce a voltage in the crank position coil. 123 , which is the sub-circuit 124 to process the coil crank position, the individual wire connection 5 to pull or bring to ground, which is referenced through the ground connection of the lamellar stack to the motor (i.e., without the need for a separate ground or earth wire), causing the ECM crank position circuit to 133 a signal to the ECM crank position input 136This provides the microcontroller with the angular displacement or position of the flywheel (and thus the crankshaft, etc.) during one engine revolution, enabling the microcontroller to determine and provide time-specific outputs or power deliveries. If, as mentioned above, the sub-circuit 124 If the coil crank position signal were replaced by a diode arranged to eliminate the negative part of the voltage generated by the induction sensor, the crank position signal would be a positive voltage and the ignition trigger output would be 137 would be a ground-activated signal.

[0043] A change in the resistance of the NTC temperature sensor 122 (NTC temp sensor; Negative Temperature Coefficient temp sensor) causes a change in the voltage of the single-wire connection. 5 , when the ECM trigger circuit 132is potential-free (i.e., not raised or lowered, e.g., as an analog voltage) and when the ECM crank position circuit 133 It is potential-free. This triggers the ECM coil temperature circuit. 134 to change their potential or voltage, which is the ECM engine temperature ADC input 135 an analog voltage is applied that is related to the temperature of the coil. This can be replaced by a silicon bandgap temperature sensor that measures the forward voltage of a diode or a BJT measures, amplifies the signal and sends it to a circuit in the ECM provides which would process the signal to send the desired information to the ECM engine temperature ADC input 135 to deliver.

[0044] An example equation to establish a relationship between voltage and temperature is presented and described below: V B E = V G 0 ( 1 − T T 0 ) + V B E 0 ( T T 0 ) + ( n K T q ) l n ( T 0 T ) + ( K T q ) l n ( I C I C 0 ) with T = Temperature in Kelvin T0 = ​​Reference temperature V G0 = Band gap voltage at absolute zero, V BE0 = Connection voltage at temperature To and current Ico, K = Boltzmann constant, q = charge on an electron, n = a device-dependent constant.

[0045] By comparing the voltages of two connections at the same temperature, but at two different currents, I C1 and I C2 , many of the variables in the equation above can be eliminated, leading to the following relationship: Δ V B E = K T q ⋅ l n ( I C 1 I C 2 ) <?page 11=""?>

[0046] Note that the connection voltage is a function of the current density, i.e., current / connection area, and a similar output voltage can be obtained by operating the two connections with the same current if one has an area that differs from that of the other.

[0047] A circuit that I C1 and I C2 forces a fixed N:1 ratio [1] Having this results in the relationship: Δ V B E = K T q ⋅ l n ( N )

[0048] In at least some implementations, an ignition system for an internal combustion engine comprises a controller, an ignition circuit, and a wire that provides two-way communication between the ignition circuit and the controller. The ignition circuit may be designed for a CDI system, which includes a charging capacitor that discharges to trigger an ignition event. Alternatively, the ignition circuit may be designed for an inductive discharge ignition circuit, which incorporates a coil, and the system may include a second wire that supplies a voltage (e.g., from a battery) to the coil.

[0049] In at least some implementations, one or more of the following are transmitted or communicated over the wire providing two-way communication: a signal indicating or showing a temperature; a signal indicating or showing the position of an engine component; and a signal to trigger an ignition event. In at least some implementations, a signal indicating the position of an engine component is provided from the ignition circuit to the controller over the wire providing two-way communication, and a signal to trigger an ignition event is provided from the controller to the ignition circuit over the wire providing two-way communication. A signal indicating a temperature may also be provided from the ignition circuit to the controller over the wire providing two-way communication.

[0050] In at least some implementations, the ignition coil can be used to provide the temperature signal, the signal indicating the position of an engine component, and the signal to trigger an ignition event. These signals can be provided via one, two, or three wires. In a three-wire arrangement, each signal can be provided via a separate wire, so that each wire is used to transmit one of the signals. In a two-wire arrangement, one wire can be used to provide two of the three signals, and the other wire can be used for the third signal.

[0051] The forms of the invention disclosed herein represent currently preferred embodiments, and many other forms and embodiments are possible. It is not intended to mention here all possible equivalent forms or branches of the invention. It is understood that the terms used herein are descriptive only and not limiting, and that various modifications may be made without altering the essence or scope of the invention. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 62 / 522957

[0001] US 17028913

[0017] WO 2017 / 015420

[0027]

Claims

[] What is being claimed is: [1] An ignition system for an internal combustion engine, comprising: a control system; an ignition circuit; and a wire that provides two-way communication between the ignition circuit and the control unit. [2] The ignition system according to claim 1, wherein the ignition circuit comprises a charging capacitor which is discharged to trigger an ignition event. [3] The ignition system according to claim 1, wherein the ignition circuit is an inductive discharge ignition circuit comprising a coil and a second wire which supplies electrical energy to the coil. [4] The ignition system according to any of the preceding claims, wherein one or more of the following are transmitted via the wire providing two-way communication: a signal indicating a temperature; a signal indicating the position of an engine component; and a signal to trigger an ignition event. [5] The ignition system according to one of the preceding claims, wherein the control unit is provided with a signal indicating the position of an engine component by the ignition circuit via the wire providing two-way communication, and the ignition circuit is provided with a signal to trigger an ignition event by the control unit via the wire providing two-way communication. [6] The ignition system according to claim 5, wherein the control system is also provided with a signal indicating a temperature by the ignition circuit via the wire that provides two-way communication. [7] The ignition system according to claim 4, wherein an analog voltage on the wire providing two-way communication indicates a temperature. [8] The ignition system according to claim 4, wherein the voltage on the wire is raised or lowered to a reference voltage when the motor component reaches a certain position during one revolution of the motor. [9] The ignition system according to claim 4, wherein the voltage on the wire is raised or lowered by the control to a reference voltage in order to trigger an ignition event. [10] The ignition system according to claim 8, wherein the voltage on the wire is pulled to ground when the motor component reaches a certain position during one revolution of the motor. [11] The ignition system according to claim 8, wherein the voltage on the wire is raised by the control to a reference voltage in order to send a signal to a control which triggers an ignition event. [12] An ignition system for an internal combustion engine with a moving engine component, comprising: a control system; an ignition circuit; and a wire that is connected to both the control unit and the ignition circuit and provides at least two of the following: a signal indicating the position of an engine component, a signal indicating engine temperature, and a signal to trigger an ignition event. [13] The system according to claim 12, wherein the voltage on the wire of one is raised or lowered to a reference voltage when the motor component reaches a certain position, and wherein the voltage on the wire of the other is raised or lowered by the control to a reference voltage to trigger an ignition event. [14] The system according to claim 13, wherein the voltage on the wire is pulled to ground when the motor component reaches a certain position, and the voltage on the wire is raised to trigger an ignition event. [15] The system according to claim 12, wherein the control is also provided with a signal indicating a temperature by the ignition circuit via the wire. [16] The ignition system according to claim 15, wherein an analog voltage across the wire indicates a temperature. [17] An ignition system for an internal combustion engine with a moving engine component, comprising: a control system; an ignition circuit that includes an ignition coil; and several wires connected to both the control unit and the ignition coil, the wires transmitting a signal indicating the engine temperature as a function of the ignition coil temperature, a signal indicating the position of an engine component, and a signal to trigger an ignition event to or from the ignition coil. [18] The system according to claim 17, wherein three wires are provided and each wire is used to provide one of the three signals separately. [19] The system according to claim 17, wherein two wires are provided and one wire is used to provide two of the three signals and the other wire is used to provide the third of the three signals. [20] The system according to claim 17, wherein the voltage on one of the multiple wires of one is raised or lowered to a reference voltage when the motor component reaches a certain position, and wherein the voltage on one of the multiple wires of the other is raised or lowered by the control to a reference voltage to trigger an ignition event.